Power transmission



y 1938. H. F. PATTERSON 2,122,488

POWER TRANSMISSION Original Filed March 1, 1934 8 Sheets-Sheet l ATTORNEYS.

July 5, 1938. H. F. PATTERSON POWER TRANSMISSION Original Filed March 1, 1934 8 Sheets-Sheet 2 W m w; m, mi an Z P w M July 5, 1938.

H. F. PATTERSON 2, 22,488 POWER TRANSMISSION Original Filed March 1, 1934 8 Sheets-Sheet I 0( B 90 l 93 4 r Z934 62' i6 26 f? F 7 76 Z 6' .5

INVENTOR. Herkrri F. 757356215027,

ATTORNEYS.

July 5 1938.

H. F. PATTERSON 2,122,488

POWER TRANSMISSION Original Filed March 1, 1934 8 Shets-Sheet 4 l I I INVENTOR. Hcrfieri Z P42227150,

A TTORNEKS,

July 5, 1938. H, p so I 2,122,488

POWER TRANSMIS S ION Original Filed March 1, 1934 8 Sheets-Sheet 5 1 N V EN TOR. Hafiz/"2 F Biff-r5072 A TTORNEYS.

July 5, 1938.

Original Filed March 1, 1954 8 SheetsSheet 6 ATTORNEYS.

y 1938. H. F. PATTERSON 2,122,483

POWER TRANSMISSION ,Original Filed March 1, 1934 8 Sheets-Sheet 7 A TTORNEYS.

July 5, 1938. H. F. PATTERSON POWER TRANSMISSION Original Filed March 1, 1954 8 Sheets-Sheet 8 1 N V EN TOR. f/erfierf Z Efferaa 27,

g f ATTORNEYS.

Patented July 5, 1938 UNITED STATES PATENT OFFICE POWER TRAN SMIS SION Herbert F. Patterson, St. Clair Shores, Mich., as-

signor to Chrysler Corporation, Detroit, Mich., a corporation of Delaware Application March 1, 1934, Serial No. 713,442 Renewed April 23, 1938 51 Claims. (Cl. 74262) It is desirable in connection with the drive for motor vehicles to provide a speed ratio changing transmission for varying the driving ratio between the engine and vehicle driving wheels and my invention is particularly related to motor vehicles having speed ratio changing transmissions. In its more limited aspects, my invention is further particularly related to improvements in motor vehicles having speed ratio changing transmissions of the planetary or epicyclic gear type.

A planetary type of transmission presents a number of advantages over the more conventional slidinggear types of transmissions and my invention is therefore primarily directed toward planetary types of transmissions and power transmission systems employing planetary gearing speed ratio controlling devices although the fundamental principles of my invention may, if desired, be employed in connection with transmissions of other types including the aforesaid sliding gear types of transmissions. By way of example and in connection with the aforesaid advantages of the planetary transmission over more conventional types, it may be noted that the planetary transmission permits gear changes without the necessity of releasing the main clutch between the engine and transmission so as to obtain relatively .quick gear changes and faster acceleration of the motor vehicle. This is made possible by reason of the fact that the braking devices associated with the respective planetary gear trains are, in effect, clutches in that each rotary drum controlling a planetary,

gear train is frictionally engaged by its associated braking means.

The planetary type of transmission has the further advantage of not requiring a free wheeling clutch in order to obtain smooth'and otherwise satisfactory gear shifting characteristics, and synchronizing devices customarily used on more conventional types of transmissions may also be dispensed with.. The planetary type of transmission provides gear sets which are vquiet atall speeds and which operate at higher efllciency than the more conventional countershaft typesof sliding gear transmissions.

It is an object of my invention to provide improvements in motor vehicle transmissions and controls therefor; to provide improved means for operating the brake bands controlling the variousgear trains of a planetary type of transmission; and to provide relatively simple means for controlling or actuating a planetary transmission, capable of manufacture at relatively low cost.

A further object of my invention is to provide 5 improved transmission controlling means especially adapted for use with planetary transmissions, my transmission controls operating to establish the various gear ratios with improved positiveness, simplicity, and efliciency. 0

,A further object of my invention resides in the provision of improved means for operating and controlling the various gear trains or speed ratios particularly 'foria planetary transmission whereby the gear changes may be automatically effected in response to manual controlling means manipulated by the vehicle driver or operator. Thus, I have provided improvements in planetary transmission controls wherein operation of a manual selector device automatically produces the desired speed ratio changes in the transmis- I sion.

A further object of my invention resides in the provision of improved means for effecting the changes in the transmission speed-ratios through the application of power means under control of the vehicle driver. According to one feature of my invention, I preferably provide fluid pressure operated means for applying power to manipulate the transmission and while the fluid pressure may be in theform of oil or air under pressure I preferably utilize the partial vacuum created by the engine intake to provide the desired power. This vacuum power means is pref.- erably arranged so as to release the various braking devices associated with the planetary gear sets, other power means such. as one or more springs, for example, being provided to provide the necessary power to apply the braking means.

A still further object of my invention resides in the provision of vacuum operating means for a, planetary transmission wherein the engine throttle is automatically closed to provide the desireddegree of vacuum in response to manual operation of the speed ratio selector control, the arrangement preferably being such that the engine throttleis closed or partially closed independently of the position of the usual accelerator pedal or other throttle valve operating means which is normally manipulated to regulate the power produced by the engine.

Another object of my invention resides in the provision of means for quickly and automatically efl'ecting'changes in the gear ratios of a planetary transmission in response to manual manipulation of a selector control wherein the engine throttle valve is moved toward its closed position long enough to supply vacuum to a vacuum operating cylinder for releasing any braking means previously being operated in the planetary transmission, means being also provided and actuated in response to the aforesaid manipulation of. a selector device for effecting a setting of the desired controls for the braking means so that on release of the vacuum, power means such as a spring aforesaid is automatically actuated. to apply the desired speed ratio controlling brake. Thus, according to one embodiment of my invention, I have provided a completely automatic cycle for effecting changes in the speed ratios of a transmission and where the engine vacuum is utilized as a. power means, I have provided a novel control of the vacuum supply to such power means.

A still further object of. my invention resides in the provision of improved means for effecting the selection of the desiredspeed ratio controlling braking means, this selector means being in the nature of one or more solenoids adapted to be energized by the manually controlled selector device. While I have illustrated my improved solenoid actuated selector means in combination with my vacuum operated control. system as aforesaid, I desire to point out that, if desired, this solenoid actuating means may be employed with other systems of power application for the various speed ratio controlling braking means and for the release thereof. v I

In a modified embodiment oi my invention, I have provided means for adapting my transmission controlling mechanism for manual preselection of the various speed ratio gear changes. Thus, I'have provided for preselection of the gear change not being produced until a further manual control device is operated by the vehicle driver. This additional device may be arranged so that -manipulation thereof will close the engine throttle and open the intake vacuum to the aforesaid vacuum operating cylinder instead of having the vacuum supply and throttle control automatically responsive to manipulation of the manually operated selector device. A

In another embodiment of, my invention, I have provided an electrically operated means such as a solenoid which is energized on operating the manually controlled device to close the engine throttle and open the vacuum operating cylinder to the engine intake system.

In a further embodiment of my invention, I have provided means for establishing a vacuum in the aforesaid vacuum operating cylinder in I response to release of the usual accelerator pedal which normally controls the engine. throttle valve. preselection of the various gear speed ratios is effected, the gear changes not occurring until the operator releases the accelerator pedal to establish a vacuum ,in the vacuum operating cylinder: Ina still further embodiment of my invention,. I have, provided a pre'selector speed ratio controlling system wherein the gear changes are not directly produced by manipulation of the selector device but are automatically responsive to an additional manually operated device although in this instance this additional manually operated device produces an automatic completion of the gear change cycle and does not have to be held in its operated position to eifect the cycle.

Further objects and advantages of my invention will be apparent from the following detailed In this embodiment of 'my invention at description of several illustrative embodiments of the principles of my invention, reference bcing hadto the accompanying drawings in which:

Fig. 1 is a side elevational view of the engine and transmission assembly and further showing .the vacuum operating cylinder.

' the transmission of. Fig. 3, the section being taken along the line 4-4 of Fig. 3 and illustrating one of the gear ratio controlling devices and actuating means associated therewith.

Fig. 5 is a detail sectional elevational view taken along the line 5-5 of Fig. 2, certain of the parts being broken away to illustrate the throttle valve and vacuum valve controlling mechanism.

Fig. 9 is a detail view partly in section takenalong the line 9-9 of. Fig. 1 and illustrating the selector contact segment for establishing the various electrical circuits.

Fig. 10 is a sectional view along the line Ill-i0 of Fig. 9 showing the selector contact arm in association with the selector contact segment of Fig. 9.

Fig. 11 is a detail sectional view of the electrical relay employed in my system.

Fig. 12 is a diagrammatic plan view illustrating the transmission controlling system as a whole.

Fig. 13 is a wiring diagram of the electrical circuits employed in my transmission controlling system.

Fig. 14 is a diagrammatic plan View corresponding to Fig. 12 but illustrating a modified embodiment of my invention in which a separate manually operated device is provided for effecting the gear change cycle in response to preselection of the manually operated selector device.

.Fig. 15 is a view correspondingto Fig. 12 but illustrating a further modification of my invention wherein the gear changing cycle is automatically responsive to manipulation of the manually operated selector device but wherein the electrical relay of Fig. 12 is dispensed with.

Figure 16 is a view corresponding to Fig. 12 but illustrating a still further modification of my invention wherein preselection of the various gear changes is possible, .the gear changes being con-' tion illustrated inFigs; 1 to 13 inclusive, I have illustrated the vehicle driving engine or prime planetary gearing 21 is then caused in the wellthe usual carburetor l4 and air intake pipe I5,

the latter having the usual air cleaner 16. Within the riser I3 is located the usual butterfly type throttle valve 11 carried by a pivotal shaft l8 as best shown in Fig. 6. .The actuating mechanism for the throttle valve 11 will be referred to in detail hereinafter.

The clutch B may be of any suitable construction for controlling the drive between engine A and transmission C, the clutch B being illustrated in Fig. 1 in the form of a fluid type having the usual driving .and driven cooperating vane members l9 and 20 respectively. The driving vane member i9 is carried by the engine flywheel 2| and the driven vane member 20 is secured to the 'usual power shaft which extends rearwardly to brake controlling devices associated with and controlling the various planetary gear trains for the driving ratios of the transmission. Thus, the braking devices 22, 23, 24, 25 and 26 are respectively adapted, when actuated, to establish the first, second, third, fourth, and reverse speed driving ratios between the engine A and the power take-off shaft l8.

In Fig. 4 I have illustrated one of the speed ratio'brake controlling means 26 and I have illustrated at 21 in somewhat diagrammatic manner a typical planetary gear set associated with the braking means 26, If desired, the planetary gear sets and brake controlling means associated therewith may be arranged to provide additional or lesser speed ratios than those illustrated since various arrangements of planetary gear transmissions are well known in the art. The braking means 26 which is typical of the several braking means aforesaid is adapted when actuated to arrest rotation of a drum or other rotary element 28, it being understood that the drum 28 is rotated by the planetary gear train 21 associated therewith when the braking means 26 is not in operated condition. When the braking means 26 is operated by the mechanism referred to hereinafter, the drum 28 is brought to a stop and the known manner to transmit the drive from engine A to the power take-off shaft 18, this power takeoff shaft being operated in the direction and at the speed ratio determined by the operation of the respective brake controlling means aforesaid.

Associated with each of the rotary controlling drums of theplanetary gear sets is a suitable braking means adapted to frictionally engage the respective drums for arresting rotation thereof. Thus, in Fig. 4 the drum 28 has associated therewith the brake shoes 29 and 30 respectively pivotally supported at 3| and 32 to the casing 33 of the transmission. The shoes are provided with suitable brake lining material 34 and the shoes are yieldingly held from contact with drum 28 by a spring 35 which may act between the ends of the shoes diametrically opposite the pivotal supports 3| and 32 aforesaid.

Fixed to the transmission casing 33 are a plurality of suitably spaced brackets 36 carrying a rod 31 which extends longitudinally of the transmission. Opposite each of the brake controlling devices is a brake sh'oe operating lever 38 pivotally supported on rod 31, each lever 38 having a pivotal connection 39 with the end of shoe 38. The end of the cooperating shoe 28 is pivotally connected by a link 48 with lever 38 on the opposite sides of rod 31 from the location of the pivotal connection 39. This lever 38 extends laterally outwardly and terminates in a socket 4| shaped to receive the bevelled end 42 of selector rod 43 which is a part of the typical selector element D.

Each of the selector elements D consists of a casing or carrier 44 adapted to slidably receive the rod 43, the carrier 44 being fixed to a bus bar 45 which extends longitudinally of the transmission opposite the various brake controlling dev'ces. The rod '43 is yieldingly urged upwardly in carrier 44 by a spring 46 so as to space the head 41 of rod 43 above the carrier 44. The head 41 is provided with an arcuate face 48 concentric with the axis of bus bar 45 and rod 43 is prevented from turning on its axis by a pair of ears 49 which slidably receive the head 41.

In Fig. 3 I have illustrated a plurality of Iongitudinally spaced selector actuating solenoids 58, 51, 52, 53 and 54 respectively associated with the brake controlling devices 22, 23, 24, 25 and 28, Fig. 4 illustrating the solenoid 54 in association with one of the selector elements D which is assoc ated with the brake controlling means 26. The solenoid 54 which is tyical of the aforesaid solenoids is provided with an actuating armature 55 which contacts with the aforesaid arcuate face 48 of head 41. The means for electrically energizing the solenoids will be referred to in detail hereinafter. I

At the rear end of bus bar 45 I have provided a lever 56 which is fixed to the bus bar at one end of the lever, the outwardly extending'end of the lever being pivotally connected at 51 to a link 58 which extends downwardly for pivotal connection at 59 with a lever 60 connected to a rock shaft 6| which extends transversely through the transmission as illustrated in Fig. 3.

'- The cross shaft 81 projects laterally from transmission C where this shaft is provided with a downwardly extending lever 62 best shown in Fig. 2, the lever being pivotally connected at 63 with a rod 64. the rod is pivotally connected at 65 to a lever 66 pivotally supported intermediate its ends by a shaft 61. The lever 66 is secured to shaft 61 and this lever has a downwardly extending arm yieldingly urged forwardly as viewed in Fig. 2 by a relatively heavy spring 68 the forward end of which is anchored at 68 to the housing of clutch B. As viewed in Fig. 3 the shaft 61 extends transversely of the transmission C and forwardly thereof to the other side of the transmission and beyond a, bearing support 10 for the shaft.

The forwardly extending end of I erable means may be actuated when the engine is not running to produce a vacuum or at other times when the vacuum supply might fail fer some reason. As shown in Figs. 1 and 4 the, manual operating means consists of a foot pedal -II conveniently located for operation by the ve-- hicle driver, this foot pedal being carried by a lever 12. pivotally supported by a 'shaft I8 which,

in turn, is provided with a lever-14 connected through a link 15 to a lever I8, the latter lever being freely supported on the aforesaid shaft 81. The shaft 81 has a collar 11 fixed thereto, this collar having an upstanding projection 18 and a downwardly extending arm 18 engaged by a second relatively heavy spring 88 which is adapted to supplement the action of the aforesaid spring 88. The lever 18 has a lateral projection 8I adapted to engage the projection I8 when the pedal II is depressed whereby the shaft 81 may be given a rotary movement against the action of the springs 68 and 88.

The shaft 6'! also carries a lever 82 which is freely rotatable with respect to shaft 81, this lever also having a lateral projection 88 adapted to engage the projection 18 for imparting a rotary movement to shaft 6'5 against the action of the aforesaid springs, it being apparent that the levers I6 and 82 are adapted to independently I operate the shaft 51 by reason of the projection 18. Y

The lever 82 extends upwardly from shaft" for pivotal connection at 83' with the rearwardly extending end of a power operated rod 84 which, according to the illustrated embodiment of my invention, is adapted for power movement by a vacuum device or cylinder E shown in Fig. 1. The details of the construction-of the-vacuum device E are not illustrated since such parts are well understood and form no part in themselves of my invention. The vacuum devi-ce E includes the usual diaphragm or ptston operating within the vacuum cylinder and connected to move the piston rod 8t when subjected to the influence of a vacuum as will be presently apparent. During this power movement the pis-' .ton rod 84 is actuated forwardly as viewed in Fig. 1 so as to move.the shaft 81 against the action of the aforesaid springs 58 and 88. I will next describe the details of the manucontrolled selector device for eflecting actuation of the various brake contrelling devices 22, 23, 24, and 25. In Figs. 1 and 2 I have illustrated this mechanism as consisting of a manually operated selector arm 85, s arm or lever being connected to ashaft .85 which may 7 convenientiy extend along the usual steering post 81 having the well-known vehicle steering wheel 88 so that the'seleetor arm or lever 85 is posij tioned within ready and convenient reach of the vehicle operator for manipulating the transmission C. Associated with the selector arm 85 13's. selector segment 88 having a plurality of notches 88, 8|, 82, 83 and 84 respectively corresponding 4 to'the positions of selector arm 85 for eifecting actuation of the brake controlling devices 22, 28, 24, 25 and 28. When the selector arm 85 is 90- sitioned to engage the neutral notch 85, none of the brake controlling devices is actuated and the transmission C is in neutrai so that the power fromengine A is not being transmitted to the power take-off shaft I8 and the motor vehicle is released from the driving influence of engine A.

The rod 58 is adapted to oscillate in accordance with the movement imparted thereto by reason of adjustment of the selector arm 85 into the aforesaid notches of the selector segment 88 and this oscillatory adjustment of rod 88 is likewise transmitted to a selector contact arm 88 fixed to the rod 88 near the lower end thereof, The contact arm 58 carries a pair of radially spaced contact points or pieces 81 and 88 respectively urged by springs 88 and I88 into contact with a seleetor contact segment I 8| best shown in Figs. 9 and 10. This segment MI is rigidly carried by an arm I82 and the clamping means I88 to'the aforesaid steering;post 81. The selector contact segment I8! is provided with a series of electrical contacts adapted to establish an electrical circuit by reason of the contact point 88 when the arm 86 is adjusted by thev aforesaid selector'arm 85. Thusthe segment I8I is provided with the electrical contacts I84, I88, I85, I 81 and I88 adapted to be respectively engaged by the contact piece 88 when the seiector arm 85 is engaged with the aforesaid notches 98, 8|, 82, 88 and 84. Thus. by way of example,

when the selector arm 85 is positioned for engagement with notch 88, the selector contact arm 88 will be pnsitioned so that the contact piece 88 will engage the electrical contact I84,

the latter being the first speed electrical contact and, by way of further example, the electrical contact I88 may be termed the reverse contact. The contact segment I8I is formed of an insulating material and it will be noted that a space I88 is provided between the contacts I84 .and I88, this space being the neutral space for receiving the contact point 88 when the selector arm 85 is positioned in-the neutral 'notch 88.

The selector contact segment I8I has a second series of electrical contacts engageabiewith the aforesaid contact piece '81 carried by the selector contact arm 88, the contact points of this second series lying radially intermediate adjacent contact points of the first said series so as to be momentarily engaged by the contact piece 81 when the selector arm 85 is moved from one of the notches of selector segment 88 to an adjacent notch thereof. Thus, the contact segment M5 is provided with the electrical contact points II8, III, I52, H3 and H4, aneutral space iii being arranged intermediate the contact points I 58 and 4 as indicated in Fig. 3.

The first said series of electricai contact points z 584 to I88 inclusive are adapted to respectively energize the'aferesaid selector actuating solenoids one of which has been indicated at 54 in Fig. 4 and the second said series of electrical contacts II8 to H4 inclusive are adapted to enersize an electrical relay F best illustrated in Figs. 11 and 13. This relay, through a series ofelectrical circuits controlled by the aforesaid contact points 0!,the second series, is adapted to actuate suitable controlling means for momentarily closing the engine throttle valve so as to establish a partial vacuum in the engine intake system, to open the vacuum thus produced to the vacuum cylinder E, to maintain operation of the vacuum cylinder until the selector elements D have been adjusted, and to then automatically restore the engine throttle valve to its control by the accelerator pedal, cut off the vacuum supply to the vacuum cylinder E, and to permit the springs 68 and to actuate one of the selector elements D for establishing a predetermined desired speed ratio of transmission C.

Referring now particularly to Figs. 2, 5 and 6, Iwill describe the details of my controlling means for the engine throttle valve and vacuum controlling valve. This controlling means is generally designated at G and referring particularly to Figs. 5 and 6 it will be noted that the aforesaidv shaft I8 which carries the throttle valve I'I projects laterallyoutwardly from the riser I3 to mount a throttle valve lever II6 fixed to shaft I8 by reason of the flat I I1 formed on the outer end of the shaft. In order to limit the closing movement of throttle valve I1, the lever II6 has a downwardly extending end thereof provided with an adjustable stop II8 engageable with a fixed abutment H9, the stop being illustrated as engaging this abutment with the parts positioned as illustrated in Fig. 5. The lever II6 has an upwardly and laterally extending arm which is provided with a pivot pin I20 extending laterally beyond lever II6 to 'pivotally support a compensating lever intermediate the ends thereof, this compensating lever I2I having one of its ends I22 formed with a slot I23 adapted to receive one end of a pin I 24. The other end of lever I2I is threaded at I25 to support a bracket I26, the latter having a bore extending at right angles above the axis of the threaded end I25 to rotatably receive a pin I2'I which projects from a collar I28. The collar I28 slidably receives a rod I 29 which extends generally vertically andsecured to this rod is a cylindrical collar I30 which forms an abutment for moving the collar I28. The latter collar has a projection I3I to which is secured one end of a tension spring I32, this spring extending upwardlyto a suitable point of anchorage designated at I33 in Fig. 2. The spring I32 yieldingly acts to rotate the lever H6 in the clockwise direction as viewed in Fig. 5 so as to close the throttle valve I1. I

The lower end of the rod I29 isconnected to the arm I34"of the lever I35 pivotally supported at I36, this lever having a second arm I3'I actuated by a suitable linkage I38 which extends rearwardlyas viewed in Fig. 2 for connection with the usual well known accelerator pedal or other manual operator for controlling the en gine throttle valve II. Thus, when the accelerator'pedal is depressed to move the link I38 forwardly, this movement acts through lever I35 to move the rod I29 downwardly so as to cause the collar I30 -to act on the collar I28 to swing the lever H6 in a counterclockwise direction as viewed in Fig.5 and to thereby move the throttle valve II toward its open position. I

An electrical solenoid I39 forms a part of the controlling mechanism G and is provided with a downwardly extending solenoid core I40, adapted when solenoid I39 is electrically energized, to move upwardly in a bearing guide I4I, the lower end of the solenoid core I40 being acted on by a spring I42 which serves to yieldingly position the solenoid core downwardly to the position thereof illustrated in Figs. 5 and 6.

The solenoid core I40 is provided with a transversely extending opening I43 which receives the aforesaid pin I24 and this pin carries a cylindrical block I44 provided with upper and lower yielding bumpers or pads I45 and I46 respectively. These pads may be formed of leather or other suitable shock absorbing material, and interDOSed between the block I 44 and one of these pads such as'the pad I45, I have provided a series of shims I4I adapted to adjustably regulate the distance between the upper face of pad I45 and the axis of the pin I24. The pad I46 contacts with the upper face of the bearing guide I4I when the spring I42 acts to move the solenoid core I40 downwardly as illustrated in Fig. 6. The upper pad I45 is adapted to contact with an abutment I48 to arrest the upward movement of the solenoid core I40 when the solenoid I39 is energized to move the solenoid core against the spring I42.

Secured to the pin I24 is a stem I49 of a vacuum controlling valve I50, the latter being adapted to reciprocate in the bore I5l of the casting I52. The casting I52 as best shown in Fig. 7 is provided with a passage I53 adapted to communicate with a passage I54 opening inwardly to the riser I3. The passage I 53 has a v second portion I55 thereof and extending transversely thereto, the passage I55 communicating with a further passage I 56 having an outlet by reason of the conduit I51. The conduit I51 leads to the vacuum cylinder E as best shown in Fig. l and is adapted to place the vacuum cylinder in communication with the riser I3 under control of the vacuum valve I50.

The valve I50 has an annular valving portion I58 thereof located adjacent the lower end of the valve member, it being apparent that when the solenoid core I40 is actuated upwardly, the pin I24 will raise the'valve member I50 upwardly so as to register the valving annulus I58 with the aforesaid passages I55 and I56 and thereby open the conduit I 51 to the vacuum in the riser I3. When the valve member I50 is lowered as shown in Figs. 5, 6 and 7 to close off communication between passages I55 and I56, it is desired to vent valving annulus I58 and the passage I56, the

valving annulus I58 communicating with the atmosphere by reason of a vent or opening I60 shown in Fig. 6.

In the operation of the controlling mechanism G, let it be assumed that the solenoid I39 is not energized so that the solenoid core I 40 is lowered by spring I42 to the position of these parts as illustrated in Figs. 5 and 6. In such position the motor vehicle operator is enabled to open the throttle valve H the desired amount by depressing the usual accelerator pedal to move the link I38 forwardly as viewed in Fig. 2, this movement acting'through the lever I 35 to pull'the rod I29 downwardly against the action of spring I32. The mbtionof rod I29 is communicated through collars I30 and I28 so as to pull downwardly on the end I25 of the compensating lever I22, this compensating lever being swung downwardly around the shaft I8, the slotted end I23 sliding along the pin I24. The pivot pin I20 accommodates this movement of the compensating lever I2I so that it will be apparent that the lever II6 will be given a counterclockwise rotation as viewed in Fig. 5 so as to open the throttle valve I1. I

Now let us assume that the throttle valve I! has been opened under the influence of the accelerator pedal acting through the aforesaid link I38, and let it be further assumed that with the accelerator pedal held in such position, the solenoid I39 is energized in a manner which will be hereinafter explained. The energization of solenoid I39 will move the solenoid core I48 upwardly against the resistance of spring I42 and this movement will cause the pin I24 to' raise the forked end I23 of the compensating lever I2I so as to swing the throttle valve lever 'II6 to its closed position, it being understood that reference herein to a closed position of throttle valve I1 means substantially the idling condition of the internal combustion engine, this being usually referred to as the closed throttle condition of the engine. During this closing movement of the throttle valve I1 under the influence of upward movement of solenoid core I48, the compensating lever I2I bodily swings on the pivot pin I28, and this pin in turn carries the lever H6 in a clockwise direction, the lever end I22 moving upwardly and the lever end 125 remaining at its lowered position under control of the link I38 and swinging on pin I21. Just as soon as the solenoid I39 is de-energized, the spring I42 will pull the solenoid core I 48.xdownwardly and the throttle valve I1 will be restored to whatever position it occupied at the time that the solenoid I39 was energized as aforesaid, it being assumed that the vehicle operator has meantime held the accelerator pedal down to a constant position. If, after the solenoid I39 has been energized, the

vehicle operatorlchang'es the position of the accelerator pedalprior to de-energization of the solenoid I39, when the solenoid is de-energized the throttle valve I1 will take the final position of the accelerator pedal. In other words, regardless of the position of the accelerator pedal and throttle valve I1, the valve I1 will be closed when solenoid I39 is energized and, on ale-energization of the solenoid, the throttle valve I1 will then be immediately returned under control of the accelerator pedal. solenoid I39 is energized with the throttle valve closed, then the lever end [22 moves upwardly around pivot pin I28 and the .lever end I25 moves downwardly. the latter movement being possible by reason of collar I28 sliding downwardly freely on the rod I29. a

When the solenoid I39 is de-energized as shown in Figs. 5 and 6, it will be noted that the valve I58 is in its lowermost position so as to close 011 communication between riser I3 andconduit I51 leading to the vacuum operating cylinder E.

However, when solenoid I39 is energized, the resuiting upward movement of solenoid core I48 will act through pin I24Vto raise the valve I58 so as to establish communication between riser I3 and conduit I51 through the valve annulus I58, the throttle valve I1 being simultaneously closed as aforesaid whereby the resulting vacuum will be introduced to the vacuum cylinder E. when the throttle valve L1 is being operated by the accelerator pedal through links I38, the compensating lever I2I fulcrums about its sliding pivot provided by the pin I24 and slot M23, the valve I58 not lacing disturbed inasmuch as such movement merely swings the pin I28 about shaft I8 as a center when the throttle valve I1 is either opened or closed.

I will next describe the details of the circuit controlling electric relay F. In general, the purp of this relay is to control the energization an de-energization of solenoid I39 so as tomake the cycle of .gear changes automatically responsive to a shifting movement of the manually operated selector arm 85.

In the event that the The details of the relay F are best illustrated in Fig; 11 and also in the wiring diagram shown in Fig. 13 and by referring to these figures it will be noted that the raly comprises an electro-magnet I.6I having/a magnetic core or pole point I62.

' The pole point I62 of the electro-magnet is normally separated by the full width of a gap I63 from a companion magnetic point I64 carried by the springing conductor I65 and this conductor in turn is provided with a. contact I66 normally separated by a gap from a cooperating contact I61, the latter being adapted to pass current through conductor wire I68 leading to the coil I69 which is a part of the aforesaid solenoid I39. Thus, the solenoid armature is diagrammatically indicated at I48 in Fig. l3.and the other end of the coil I69 is grounded at I18.

A second springing conductor member I1I carries at one end thereof a contact I12 normally spaced by a gap from a cooperating contact I13 carried by a third springing conductor I14. The second said conductor I1I is grounded at I15 through aconductor wire I16. The conductor I65 carries an arm I11 provided with an insulated adjustable stop I18. which acts against the free end of the third said springing conductor I14.

Referring to Fig. I3 it will be noted that the storage battery I19 has one of its poles grounded at I88, the other pole extending through conductor wires I8 I and I82 to theusual coil I82"of the" electro-magnet I6I and also tothe springing conductor I65 by a wire I83. The other end of the coil I82 extends through wire I84 to the third said springing conductor I14, the latter wire also being arranged for electrical connection in paral-' lel with the aforesaid second series of contact points I I8 to H4 inclusive of the selector contact segment I8I. It will be noted that the selector contact arm 96 forms a part of the circuit and is grounded at I85 by a wire I86.

Referring for the moment to Fig.2 it will be noted that the rod 64 which connectslevers 66 and 62 is provided with a'. block I81 carrying an insulated kick-oil. screw" or member I88. The end I89of the springing conductor I65 extends downwardly into the path of the kick-off I88.

Returning now t Fig. 13 it will be noted that I have also illustrated he aforesaid first series of contacts I84 to I88 inclusive adapted to be engaged by the contact piece 98 of the selector con-' tact arm 96 as this arm is moved from the illusrlght. The solenoid 54 which-was illustrated in Fig. 4, is also diagrammatically shown in Fig. 13 the solenoid coil I98 being connected through a wire I9I tothe reverse contactpoint I88, the other end of the coil I98 extending through a wire I92 through the aforesaid wire I8I to the storage battrated neutral position either to the-left or to the tery m. In Fig. 1a 'I'have also illustrated the head 41 of one of theselectors D which is associated with-the reverse brake controlling device 26 as' shownpreviously in l. In similar manner the contact points I84, I85, I86 and I81 are respectively connected through conducting wires I93, I94,-I95 and I96 through the respec nold armatures corresponding to that designated at}! and also selector elements D similar to the elementd) shown in detail in Fig. 4.

In operation of the transmission controlling system, let it be presumed that themotor vehicle I is not being driven. by engine A and thatthe manually operated selector arm 85 is in its neu-' tion, it will be apparent that the selector contact arm 96 will be positioned as shown in Figs. 12

I and 13 so that the contact pieces91 and 98 thereof are not in electrical contactwith the contact points of the respective series carried by the selector contact segment IOI.

Furthermore, when the selector arm 85 is in the aforesaid assumed neutral position; the various selector elements D associated with the solenoids 54, 54a, 54b, 54c and 5411 will be de-energized sothat the selector elements D will all be positioned according to the solid line disclosure of the element D as shown inFig. 4. In Fig, 4

the dotted line showing of selector element D is illustrated as having been rotated clockwise by the bus bar 45 under the influence of operation of the vacuum cylinder E against the action of springs 68 and 80. Also, inFig. 4, the solenoid 54 is shown in thede-energized condition so that the rod 43 of the selector element is raised by spring 46 so as to position the actuating rod end 42 above and free from engagement with the notched end 4| of lever 38. When the selector arm 85 is in the neutral position, the springs 68 and are free to act through the linkage so as'to rock the bus bar 45 in a counterclockwise direction thereby swinging the selector element D from the dotted line position illustrated in Fig.

4 to the solid line position therein, the actuating rod end 42 lying above but free from contact with the lever 38. In similar manner it will be understood that the remaining selector elements D are similarly positioned inasmuch as they are all position but in any event the relay F is not energized and likewise the solenoid I39 is not energized and therefore the solenoid core I 40 is in its lowermost position of Fig. 6 so as to hold the vacuum controlling valve I50 in the closed or lowered position. Thus, the supply of vacuum is cut off to the vacuum operating cylinder E and this permits the springs'68 and 80 to act as' aforesaid to rock the bus bar 45 in the counterclockwise direction'as viewed in Fig. 4 so that in the neutral position of the selector arm 85, all of the selector elements D overlie their respective brake operating levers 38 and free from contact therewith. I

Now, let it be assumed by way of example, that the motor vehicle driver desires to accelerate the motor vehicle and, while this can be brought about by shifting the selector arm directly from the aforesaid neutral position to any of the notches 90, 9|, 92, 93 or 94, let it be presumed neutral notch 95 into the first speed notch v shown in Fig. 2, this movement of the selector arm 85 producing a counterclockwise movement of the selector contact arm 96 as viewed in Figs. 12 and 13. In moving the selector arm 85 into engagement with'the first speed notch 90, the selector contact arm 96 is thus moved to bring the contact piece 98 thereof into the first speed position so that this contact piece engages the first speed contact point I04, but prior to this action, it will be apparent that the contact piece 91 of the contact arm 96 will momentarily sweep across the contact point IIO so as to momentarily register this contact point with the contact piece 91 of the arm 96. I will first describe what takes place when contact piece 91 is engaged with contact point IIO as the contact arm 96 moves from the position illustrated in Figs. 12 and 13 to a position of registration between contact piece 98 and contact point I04.

tact point H0 and contact piece 91, arm 96, wire When electro-magnet I6l is thus energized, the gap I63 is reduced by the pull of armature I62 so' as to move the magnetic point I64 toward the armature'piece I62, the yielding conductor I65 establishing contact between the points I66, I61. Furthermore, this movement of the conductor I65 carries the bracket I11 and stop I18 so as to. spring the conductor I14 to establish a contact. between the points I12 and I13.

It will thus be apparent that a primary electrical circuit is thereby established to the solenoid I39 as follows: From ground I80, storage battery I19, wires I82 and I83, thence through conductor I65 and contacts I 66 and I61, thence through wire I68 and coil I69 of solenoid I39,

'the circuit being completed by the ground I10.

It will furthermore be noted that a supplemental or secondary circuit is likewise established from the conductor "I which is grounded at I15, through contact pointsv I12, I 13, wire I 84 and solenoid coil I82, wires I82 and I8I, through battery I19 to ground I80.

It will therefore be noted that when the selec- .tor contact arm 96 establishes the electrical circuits through contact point H0 and contact piece 91, movement of the contact arm 96 beyond the contact point IIO will break the circuit including the ground I85 but by reason of the circuit including ground I15 and conductor I1I, the circuits through the contact points I12, I13, and- I66, I61, will remain closed and will not be broken.

When solenoid I39 is energized on the initial establishment of the electrical circuit including the solenoid coil I69, the solenoid core I40 will move upwardly against the spring I42 so as to bring about a closing movement of the engine throttle valve I1 and simultaneously therewith to open the riser I3 to the vacuum operating cylinder E as previously referred to. When the vacuum is thus introduced to the vacuum cylinder E, the piston rod 84 will be moved under power forwardly as viewed in Fig. 1 so as to rock the bus bar 45 in a clockwise direction to swing the several selector elements D from the aforesaid solid line position overlying the levers 38 so that these selector elements will occupy positions as illustrated by the dotted lines in Fig. 4. During the operation of the vacuum cylinder E, the rod 64 as viewed in Fig. 2 will be moved forwardly so that the kick-off I88 will moveforwardly toward the end I89 of the springing conductor I65.

When the selector arm 85 has been brought to end 42 being moved to a position of arcuate alignment with the bus bar 45 as a center, with the socket H of the link 38 associated with'the firstespeed braking device 22 The solenoid coil Y I91; as well as the ether corresponding solenoid coils, requires only a relatively small amount of current to produce thedownward movement of theg'respectia'e selector rods 43 against the resistance of the. several springs 46, and wherethe selector elements D are positioned so as to overlie the associated levers 38, as in the aioresaid ,neu-

tral position, the solenoid 54a, for; example, in the foregoing assumed illugstration may be en- 'ergized before the controlling mechanism swings such instance, the first speed selector rod 43 will merely be moved downwardly against the hpper surface of the outwardly projecting end oflever 38, the force of solenoid 54a not being sufllcient to apply the braking device under such conditions by reason of the greater'resistance of the brake shoe expanding spring 35. Thus under such conditions, just as soon as the vacuum operating cylinder acts torock the bus bar 45 tov position the selector elements D as shown by the dotted lines in Fig. 4, the solenoid 54a being continuously energized under such conditions, the first speed selector rod or plunger 43 will slide 01f the end of the lever 38 so as to produce the aforesaid arcuate alignment of the actuating rod end 42 with the socket 4|;at the end of leyer 38.

As the vacuum loperating cylinder E nears the completion of its power stroke, the rod or link 64 moving forwardly as viewed in Fig. 2, the kick off I88 actuates the end I88 of the conductor I65, the conductor I65, being sprung so as to rncvethe stop I18 (referring now to Fig. and separate the contacts I12 and I13, it being understood that the conductor I14 springs so as to follow this movement of stop I18. when the circuit is broken from grcnnd l15through conductor I14, the contact points 56,161 are respectively separated and thesolenoid I39 is immediately deenergized together with a de-energization of the electro-magnet {8 I. I

On de-energization of the solenoid i39, the spring I42 associated with the solenoid core I48 moves the solenoid core I48 downwardly so as to restore the throttle valye Il under control from the accelerator pedal and link I38 and to also close off communication between the riser I8 and the vacuum operating cylinder E.

When the vacuum is'thus closed off from the vacuum operating cylinder E, the springs 88 and 88 will immediately act to rock the bus bar 45 in the opposite direction of rotatien from that pro= duced by the action of the vacuum cylinder E, the bus bar being thus rocked counterclockwise so as to swing all of the selector elements D toward the brake controlling devices: Now, in the foregoing assumed illustration, I have pointed out that'the first speed selector actuating solenoid 54a was energized so as to depress th eend 42of only this first speed selecter element D. Tlierefore, during the counterclockwise rotation of bus bar45 under the infiuencefof springs 58 and 80, the actuating endj 42 of the first speed selector element f lill be caused to engage the socket 4| of levei 38 associated with the' first speed braking device 22. In this manner the first speed braking device 22 is energized to hold the dgum 28 associated therewith stationary' so as to produce a drive from the engine to the shaft I8 in the first speed gear ratio.

In the operation of the systerri as previously described, the selector contact arm 88 has been moved by the seiector arin 85 from the neutral position into a position for establishing actuation of the first speed brake controlling device 22, the

contact piece 88 being then in contact with the selector arm 43 will not move upwardly under the action spring as long as the bus bar 45 is held in the actuated position under the influence 'much as the current flowing thr cj-ugh the selector actuating solenoids is relatively small," I have deemed it unnecessary te provide or illustrate any means for interrupting the selector solenoid circuits after establishment of the respective gear speed ratios of the transmission C. when the; bus has 45 is actuated by the, vacuum operatin in the form of a bar e'r-itending longitudinally of the transmission as best shown in Figs. 4 and 3. Assuming not?! that the operator desires to move the seiector arm 85 into the second speed notch 5 9| fromv the aforesaid first speed notchjll in the i foregoing assumed illustration, the cycle heretofore set forth in detail will not be repeated in- 7 asmuch as such movement of the selector arm 85 will cause the selector contact arm' 98 to inter- 7 rupt the circuit through the first speed solenoid 54a. the contact piece 81 wiping across the-contact point II[ to energize the relay F, the contact piece 98 then being brought'to rest in engagement with the contact point I85 to energize the second speed selector solenoid 54b;

Thus, when the first speed solenoid-54a is deenergized, the solenoid core 55 associated therewith is retracted by a suitable spring (not illustrated) so that the first speed selector actuating 5f the said springs 68 and 80., However. inascylinder E and to thereupon swing the bus bar 45 into the dotted line positien illustrated in Fig. 4. When the bus bar 45 is so moved, the spring 46 of the first speed; selector element D is then free to move the head 41 upwardly into its limiting position in engagement with the core 55 of the:first speed solenoid 54a. f

Meantime the second speed solenoid54brhas been energized to move the selector actuating rod 58 thereof downwardly so as to arcuately align the actuating end 42 with the lever 38 associated I with thesecond speed brake controlling device 23.

At the end of the stroke produced by the vac- I uum a'ctuating'cylinder E, the kick-05188 interrupts the relay circuit established by contacts I12 and H3 so that the engine throttle valve I1 is restdred to a position determined by the actua-.

. be readily actuatedinto any of its positions determined by the notches provided to receive the selector arm and carried by the selector segment 99.

In actual practice the aforesaid automatic.

cycle is completed in a very small amount of time and the manipulation of transmission C to change gear ratios may be effected in a fraction of a second if desired in actual practice. If desired, the bus bar 45 may be manually released in a manner similar to the release established by actuation of the vacuum controlling cylinder E,

by manual actuation of the foot pedal H which, as aforesaid, actuates the cross shaft 61 leading to the bus bar 45.

Referring now to the modified form of my invention illustrated in Fig. 14, it will be noted by comparison of the controlling mechanism diagrammatically illustrated therein with that shown in Fig. 12, that the Fig. 14 embodiment dispenses with the relay F and solenoid I39 of. Fig. 12. In

Fig. 14 the selector elements are controlled by the same aforesaid selector actuating solenoids by the same manipulation of the selector contact arm 96 as will be noted from the use of the same reference characters as referred to hereinbefore.

Furthermore, the same vacuum operating cylinder E is employed and the engine throttle valve I! is adapted to be actuated by the foot accelerator pedal as before. However, in Fig. 14, the

changesin the transmission speed ratios are not automatically responsive to manipulation of the selector 'arm 95 but in Fig. 14 the selector arm 85 is adapted to preselect the gear ratios of the transmission C in advance of their actual manip ulation which is effected by manual movement of a further button or pedal designated at 202.

The pedal 202 acts through linkage 203, 204 to move the compensating lever I2I in the same manner as this compensating lever was actuated,

by the solenoid core I40 in the Fig. 12 embodiment. Thus, after the selector arm 05 has been actuated to the desired position, the vehicle operator depresses the pedal 202, this pedal being held until the cycle of changing the desired gear ratio has been effected. when the pedal 2021s depressed, the engine-throttle valve I1 is closed independently of the aocelerator pedal position, the vacuum in riser I3 being likewise introduced to the vacuum operating cylinder E so as to clear "the bus bar and, on release of the pedal 202, the

aforesaid springs 89 and 90 will serve to return 'the bus bar to its braking position to apply or actuate any of the brake controlling devices according to the previous setting of the selector arm therein a fully automatic system for eflfectingthe gear ratio changes of the transmission 0, this system dispensing with the relay F of Fig. 12 but including the solenoid I39 of Fig. 12. In Fig. 15

the solenoid I39 is adapted to be momentarily energized by the aforesaid second series contact points I I0 to I I4 inclusive whereby to effect a circuit through the solenoid I39 as the contact arm 96 wipes across the second series contact points in moving from one of its positions determined by selector arm 85 to another of said positions. In this manner the solenoid I39 is momentarily energized to raise the solenoid core I40 against ment of the solenoid core I40 after temporary energization of the solenoid I39, this delay being sufliciently long to provide the necessary time for the vacuum control cylinder E to clear the bus bar 45, the selector elements D meantime adjusting themselves under control of their respective selector actuating solenoids so that the parts are ready for actuation by bus bar 45 under influence of springs 68 and 80.

In Fig. 15 this delay in restoring the downward movement of the solenoid core I 40 is produced by a dashpot cylinder 205 having-a piston 205 carried with the solenoid core I40. The dashpot cylinder 205 has an air outlet at the. bottom thereof controlled by a valve 208 in valve casing 209, the latter having the outlet vent 2! 0. The valve. 208 is yieldingly urged to its closed position by a spring 2, an adjustable valve stop 2" controlling the movement of valve 209 toward its of transmission 0 are eflected automatically in response to adjustment of the selector arm 86',

the dashpot cylinder 205 providing the necessary delay in closing off the vacuum supply to the vacuum actuating cylinder E and restoring the engine throttle valve I! to the position thereof under control of the aforesaid accelerator pedal.

In Fig. 15 the electrical circuit to the solenoid I39 is produced as follows: From ground 2I2 through the aforesaid storage battery I19, thence through conducting wire 2I3 to the selector contact arm 99. The circuit then passes through any,

one of theaforesaid series contact points III) to H4 inclusive, the circuit then passing through the wire 2 to the solenoid I39 and thence back to the ground 2|5 by the wire 2I6.

Referring now to the embodiment of my'invention illustratedin Fig. 16, it will be noted that I have dispensed with the aforesaid solenoid I39 as well as the aforesaid relay F. The control system illustrated in Fig. 16 is of the preselector type wherein manipulation of the selector arm 35 does not produce actuation of the complete cycle of gear changes but, like the Fig. 14 embodiment,

merely controls the selector actuating solenoids associated with the various selector elements 43, a further manual movement on the part of the ve- 2" is released to its position for engine idling.

Such movement, as customary, also closes the engine throttle valve I'I.

Thus, in operation of thecontrol'system' illustrated in Fig. 16 the vehicle driver preselects any desired gear ratio by reason of the selector arm 85 and, on release of the accelerator pedal 2", the throttle valve I! will be closed and the vacuum control valve I50 will simultaneously be manipulated to the position illustrated in Fig. 16 for opening the vacuum of the engine intake system to the vacuum control cylinder E whereupon the bus bar '45 will be actuated against the influence of the aforesaid springs 68 and to clear the bus bar from its position of actuation for the various braking control devices of the transmission. When the accelerator pedal 2 I1 is then depressed, the engine throttle valve I! will be moved toward its open position and simultaneously therewith the vacuum control valve I50 will be moved so as to close off communication between the engine intake system and the vacuum actuating cylinder E, the aforesaid springs 68 and '80 being then free to move the bus bar 45 in the opposite direction for actuating whichever of the brake controlling devices is desired by a preselection of the selector arm 85.

Referring now to the embodiment of my invention which is illustrated in Fig. 17, it will be noted that the system includes the aforesaid relay F as well as the aforesaid solenoid I39. although these devices are arranged for energization independently of adjustment of the selector arm 85. The control system of Fig. 17 is therefore some= .what of a combination of the control system shown in Fig. 12 and the control system illustrated in Fig. 14 as will beapparent from the following description of the operation thereof.

In Fig. 17 the various selector actuating solenoids are energized in the same manner and for the same purpose by reason of adjustment of the selector contact arm 96 as aforesaid. However, in Fig. 17 I have dispensed with the contact piece 91 and the aforesaid second series of contact points III] to H4 inclusive-these parts being replaced by a switch comprising contact points MI and 222, the former extending through a wire 223 to the relay F, and the latter contact 222 being carried by a button orlever 224 which is manu- .ally actuable for momentarily establishing thedesired contact between the points HI and 222. Thus, the wire 223 leading to the relay F takes the place of the wire I84 of Fig. 13 which, in Fig. 13, extended to the various contact points of the second series indicated at III! to H4 inclusive. In like manner the wire 225 of Fig. 17 which leads to the ground I80 and also to the storage battery I19, takes the place of the aforesaid wire I 86 of Fig. 13. The control system illustrated in Fig. 17 operates in very much the same manner as that described in connection with Figs. 12- and 13 with the exception that after a gear ratio has been selected by adjustment of the selector arm ally in response to the said adjustment of the selector arm but" such actuation is effected by manual manipulation of the button or lever 224 to momentarily close the circuit provided by the contact switch points MI, 222. In this manner the relay F has its aforesaid circuits momentarily established so that when the manual lever 224 is released, the relay F will be continued in respect of its energization until the circuits are interrupted by the aforesaid kick-off I88 in order to restore the throttle valve I! under control of the accelerator pedal and to simultaneously -actuate the vacuum control valve I50 to close off the supply of vacuum from the engine intake to the vacuum operating cylinder E. The control system of Fig. 17 therefore operates in a manner generally similar to that explained in connection with Figs. 12 and 13, with the exception that in Fig. 17 the gear changes of the transmission'C are not automatically produced by manual manipulation of the selector arm 85but are rather dependent on a further manual movement of the lever 224 in momentarily closing the switch provided by the points MI, 222.

I desire to point out that I do not limit my invention, in the broader aspects thereof, to any particular combination and arrangement of parts such as shown and described for illustrative purposes in the several embodiments hereinbefore referred .to, since various modifications will be apparent from the teachings of my invention and within the scope thereof as defined in the appended claims.

What I claim is:

1. In a change speed transmission, a plurality of transmission speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, selector actuating solenoids respectively associated with said controlling devices, selector elements respectively actuated by said selector actuating solenoids into positions for actuating said controlling devices respectively, common actuating means for actuating said controlling devices respectively through said selector elements, manually operated selector means for selectively energizing said selector actuating solenoids, vacuum operated means for releasing said common actuating means, and spring operated means for actuating said common actuating means.

2. In a change speed transmission, 'a plurality of transmission speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, selector actuating solenoids respectively associated with said controlling devices, selector elements respectively actuated by saidselector actuating solenoids into positions for actuating said controlling devices respectively-common actuating means for actuating saidcontrolling devices respectively through said selector elements, manually operated selector means for selectively energizing said selector ac-' tuating solenoids, vacuum operated means for releasing said common actuating means, spring operated means for actuating said common actuating means, and means responsive to manipulae tion of said manual selector means for controlling operation of said vacuum operated means.

3. In a change speed transmission, a plurality of transmission speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, selector actuating solenoids respectively associated with said tuating means foractuating said controlling devices respectively through said selector elements, manually operated selector means for selectively energizing said selector actuating solenoids, vacuum operated means for releasing said common actuating means, spring operated means for actuating said common actuating means, and manually actuable means operable independently of said manual selector means for controlling operation of said vacuum operated means. v 4. In a change speed transmission of the plane tary gear type, a plurality of planetary gear sets having rotary drums respectively driven thereby, braking devices respectively for said rotary drums and adapted to selectively arrest rotation of said drums to vary the speed ratio driye through the transmission, selector actuating solenoids respectivelyassociated with said braking devices, selector elements respectively actuated by said selector actuating solenoids into positions for actuating said braking devices respectively, common actuating means for actuating said braking devices respectively through said selector elements, manually operated selector means for selectively energizing said selector actuating solenoids, vacuum operated means for releasing said common actuating means, and spring operated means for acv tuating said common actuating means.

5. In a change'speed transmission of the planetary gear type, a plurality of planetary gear sets having rotary drums respectively driven thereby, braking devices respectively for said rotary drums and adapted to'selectively arrest rotation of said I operated means for releasing said common actuating means, spring operated means for actuating said common actuating means, and means responsive to manipulation of said manual selector means for controlling operation of said vacuum operated means.

6. In a change speed transmission oi. the planetary gear type, a plurality of planetary gear sets having rotary drums respectively driven thereby, braking devices respectively forsaid rotary drums and adapted to selectively arrest rotation of said drums to vary the speed ratio drive through the transmission, selector actuating solenoids respectively associated with said braking devices, selecto-r elements respectively actuated by said selector actuating solenoids into positions for'actuating said braking devices respectively, common actuating means for actuating said braking devices respectively through said selector elements, manually operated selector means for selectively energizing'said selector actuating-solenoids, vac-..

ation of said vacuum operated means.

'7. In a change speed transmission, a plurality of transmission speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, selector actuating solenoids respectively associated with said controlling devices, selector elements respectively actuated by said selector actuating solenoids .into positions for actuating said controlling devices respectively, common actuating means for actuating said controlling devices respectively through said selector elements, manually operated selector means for selectively energizing said selector actuating solenoids, vacuum operated means for releasing said common actuating means, spring operated means for actuating said common actuating means, and means including an electric relay adapted to electrically control the operation of said vacuum operated means.

8; In a change speed transmission, a plurality of transmission speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, selector actuating solenoids respectively associated with said controlling devices, selector elements respectively actuated by said selector actuating solenoids into positions for actuating said controlling devices respectively, common actuating means for actuating said controlling devices respectively through said selector elements, manually operated selector means for selectively energizing said sel'ecto-r actuating solenoids, vacuum operated means for releasing said common actuating means, spring operated means for actuating said common actuating means, means including an electric relay'adapted toelectrically control the operation of said vacuum operated means, and

I means for energizing said relay.

9. In a change speed transmission, a plurality of transmission speed ratio controlling devicesadapted for selective operation to vary the speed ratio drive through the transmission, selector actuating solenoids respectively associated with said controlling devices, selector elements respectively actuated by said selector actuating solenoids intopositions for actuating said controlling devices respectively, common actuating means for actuating said controlling devices respectively through said selector elements, manually operated selector means for selectively energizing said selector actuating solenoids. vacuum operated means for releasing said common actuating means, spring operated means for actuating said common actuating means, means including an electric relay adapted to electrically control the operation of said vacuum operated means, and means responling devices respectively,

sive to manipulation of said manual selector means for energizing said relay.

10. In a change speed transmission, a plurality of transmission speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, selector actuating solenoids respectively associated with said controlling devices, selector elements respectively actuated by said selector actuating solenoids into positions foriactuati said controlcommon actuating means for actuating said controlling devices respectively through said selector elements, manually operated selector means for selectively energizing said selector actuating solenoids, vac:

uum operated means for releasing said common actuating means, spring operated means for accontrol the operation of said vacuum operated Gill means, means for energizing said relay, and means responsive to operation of said vacuum operated means for de-energizing said relay. g

11. a change speed transmission, a plurality of transmission speed ratio controllingg devices adapted for selective operation to vary the speed ratio drive through the transmission, selector aotuating solenoids respectively associated with said controlling devices, selector elements respectively actuategzl by said selector actuating solenoids into positions for actuating said controllingdevices respectively, common actuating means for aetuatingisaid controllingdevices respective ly through said selector elements, manually operated selector means for selectively energizing said selector actuating solenoids, vacuum operated means for releasing said eommonactuating means, spring operated means for actuating said common actuating means, and means including a solenoid for controlling operation of said vacuum' operated means. r 12;; In a change speed transmission, a plurality of transmission speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, selector actuating solenoids respectiviely associated with said controlling devices, selector elements respectively actuated by said selector actuating solenoids into positions for actuating saidscontrolling devices respectively, common actuating means for actuating. said controlling devices respectllsely through said selector elements, manually operated selector means for selectively energizing said selector actuating solenoids, vacuum operated means for releasing said common actuating means, spring operated means for actuating said common actuating meana means including a solenoid foricontrolling operation of said vacuum operated means, and dashpot means associated with said solenoid {or controlling the operation thereof. 7 2

13. In an engineldriven motor vehicle power transmission, a change speed transmission having a plurality of speed ratio controlling devices adapted for selective operation tovary the speed ratio drive through the transmission, a plurality of selector elements associated with said controlling deyices respectively, manually operated seiector means for selectively actuating sal -d, selector elements. common means for actuating said controlling devices under control of said selector'elements, vacuum operated means including a vacuum operating cylinder for actuating said common 'actnating means, and valve controlled means for placing said vacuum operating cylinder communication with the intake system of said engine in response to manipulation of said. manually operated selector means.

14. In an engine driven motor'vehicle power transmission, a change speed transmission having a plurality of speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, a plurality of selector elements associated with said controlling devices respectively, manually operated selector means for selectively actuating said selector elements, common means for actuating said controlling devices under control of said selector elements, vacuum operated means ineluding a vacuum operating cylinder for actuating said common actuating means, and means for simultaneoxly closing the engine throttle valve and placing said vacuum operating: cylinder in communication with the engine intake;

' vary the speed ratio drive through the trans- 75 system. 7

15, In an engine driven motor vehicle power transmission, a change speed transmission having a plurality of'speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, a plurality 5 of selector elements associated with said controlling devices respectively, manually operated selector means for selectively actuating said selector elements, common means for actuating said controlling devices under control of said selector 10 elements, vacuum operated means including a vacuum operating cylinder for actuating said common actuating means, and means for simultan-eously closing-the engine throttle valve and placing said vacuum operating cylinder in communication with the engineintake system in response to manipulation of said manually operated selector means.

16. In an engine driven motor vehicle power transmission, a change speed transmission having a plurality: of speed ratio controlling devices adapted for selective operation to gary the speed ratio drive through the transmission, a plurality of selector elements associated with said controlling devices respectively, manually operated selector means for selectively actuating said selector elements, common means for actuating said controlling devicesiunder control of said. selector elements, vacuum operated means including a vacuum operating cylinder for actuating said common actuating means, means for simultaneously closing the engine throttle valve and placing said vacuum operating cylinder in communication with the engine intake system, and manually operated means for controlling the last said means irgiiependently of said manually operated selector means.

17. In an engine driven change speed transmission of the planetary gear type, a plurality of planetary gear sets having rotary control ele- 40 ments driven thereby, braking devices respectively for said rotary elements and adapted to selectively arrest rotation of said rotary elements to vary the speed ratio drive through the transmission, power operating means adapted to selec-; tively operate said bralring devices, amanually shiftable selector element, and electrically opersting means for effecting operation of said power;

operating means to vary said speed ratio in response to manual shifting of said selector olement. I;

18. In an engine driven change speed transmission of the planetary gear type, a plurality ofplanetary gear sets having rotary control ele, ments driven thereby, braking devices respective 1y for said rotary elements and adapted to selectively arrest rotation of said rotary elements to vary the speed ratio drive through the transmission, power operating means including engine ,vacuum operating means adapted to selectively operate said braking devices, means including a manually shiftable selector element for selectively controlling the operation of said braking devices by saiei; power operating means, and means re= sponsive to manual shifting of said selector element for controlling the operation of said power operating means whereby to vary said speed ratio in response to shifting of said selector element.

19. In an engine driven change speed transmission of the planetary *gear type, a plurality of planentary gear sets having rotary control elements driven thereby, braking devices respegtively for said rotary elements and adapted to selectively arrestsrotationof said rotary elements to 

